Automatic fluid-pressure brake system.



PATENTBD FEB. 28, 1905.

J. S. BUBB. AUTOMATIC FLUID PRESSURE BRAKE SYSTEM.

APPLIUATION FILED MAR. 19, 1904.

7 SHEETS-SHEET L INVENTOR.

WITNESSES No. 783,774. PATENTED FEB. 28, 1905. J. S. BUBB.

AUTOMATIC FLUID PRESSURE BRAKE SYSTEM.

, APPLIUATION FILED un. 19, 1904.

wml vEssex;

PATENTED FEB. 28, 1905.

J. S. BUBB.

'I SHEETS--HHEET 3.

AUTOMATIC FLUID PRESSRE BRAKE SYSTEM.

APPLICATION FILED MAB..19. 1904.

PATENTED PEB. 28, 1905.

J. S. BUBB. AUTOMATIGFLUID PRESSURE BRAKE SYSTEM.

APPLICATION FILED MAB.. 19. 1904.

7 SHEETS-SHEBT 4.

Iglo.

N. 783,774. PATENTED PEB. 28, 1905.

J. S. BUBB. AUTMATIC FLUID PRESSURE BRAKE SYSTEM.

APPLIGATION FILED ma. 19. 1904.

7 SHEETS-sum1: u.r

1g/3 ze 5253/ 1a /-Q/) Z4 i0/ /03 mvsmong 776r /Z/Z/ H hpwm /f .vl 4 0 M.. WW u /l vwd 3 I O w C O l UA lul/ll o0 6 PATENTED FEB. 28, 1905.

J. S. BUBB. AUTOMATIC FLUID PRESSURE BRAKE SYSTEM.

APPLICATION FILED HAE-1B. 1904.

@ Figi/,7.

Fg, .mi

PATENTED PEB. 28, 1905.

J. S. BUBB.

AUTOMATIC FLUID PRESSURE BRAKE SYSTEM.

APPLIUATIOH ILED MAR. 19. w04.

. ton to the auxiliary reservoir, both when the :tiet '7 E 3,774.

TTn STATES Patented February' 2Q, 1905..

PATivT JO H N SUUTT B U B B, O F VKITTAN NIN (ai, VPENN ifi Y LVA Ni a.

SPECIFICATION forming part of Letters Patent No. 783,774, dated February 2B, 1905.

Application filed March 19, 1904. Serial No. 198,934.

Be it known that i, JOHN Soo'rT Bue, a citizen of the United States, residing at Kittanning, in the county ot' Armstrong and State oiE Pennsylvania, have invented a new and uset'ul ,improvement in Quick Action Automatic li`luid-Pressure Brake Systems7 ot' which the following is a full, clear, and exact description.

Niy invention described hereinv relates to certain improvements in a quick-action automatic-governor fluid-pressure brake system and automatic-governor rediiicing-valve devices and automatic devices for emergency applications of the brake with l'luid under pressure from the main train or brake pipe without resistance of pressure; and it has lor its object certainty ol quick action in an emergency application by a tree ilow of iiuid under pressure through an always-open passage` leading from the inner side of the driving-pisautomatic governor-valve A is open or closed and regardless ot' any amount ot' excess iiuid under pressure in the main train or brake pipe,V so adapted to be applied among other means through a porous piston-cylinder independent oi' any other piston or a 'flexible diaphragm when the driving-piston is shifted to an emergency position and the continuance ot' such emergency applications during any length ot' time desired or until the [iuid under pressure is exhausted in the main train or brake pipe.

lt is a Jfurther object ot' my invention to cause a graduated reduction of iiuid under pressure in the brake-piston cylinder or in the passage leading' thereto, such reduction being made during a highpressure application, a service application, or an emergency application ol the brakes.

lt is a further object ot' my invention to provide a reserve quantity of 'Huid under pressure which shall be subject only to emergency applications oi' the brakes and by means o'll which a greater Huid-pressure may be applied to and maintained in the brake-piston cylinder than the fluid under pressure in the main train or brake pipe in an application ot' the brakes.

lt is a 'further object ol: my invention to be enabled to use slide-valve means instead oi? pin-valve means in the automatic governorvalves in a ln'akc-valve mechanism.

Itis a further object ol my invention to provide automatic means to hold the main'service-Valve subject to a service or emergency application oil the brakes at all timos operated by a reduction ol Huid under pressure in the brake pipe to cause the fluid to How through an always-open passage into the mainserVice-valve chamber regardless ot' [luid under pressure `in the main train or brake pipe.

lt is a iurther object ol my invention to be enabled to use piston means instead et flexible diaphragm in the automatic governor-valves in a brake-valve mechanism.

lt isa further object olI my invention to provide automatic operative valves on both sides of the driving-piston for emergency applica,- tion ol the brakes at the same time.

It is a tu rther object ol my in vention to provide Yfor automatic governing means to regulate to any point desired all that quantity ot' `tluid under pressure in the main-service-valve chamber and auxiliary reservoir between the inner side oi1 the driving-pi lon and the opposite end of the auxiliary reservoir so there will be at all times an equal pressure of iluid in both chambers (the main service-valve and the auxiliary reservoir) before and aiter the governing means is closed, regulating the Vliu id therein regarr'lless of any excess ol iluid under pressure in the main train or brake pipe, and to admit to atmosphere any excess i'luid nnder pressure in the above chambers when excess luid under pressure is in the main train or brake pipe.

Itis a further object oit' my invention to provide automatic governor means to admit to atmosphere any excess of A{iluid under pressure in the main-service-valve chamber, auxiliary' reservoir, and all passages connnunieating therewith when it reaches only a predetermined point oll iluid under pressure in said chambers.

1t is a Afurther object ot' my invention to provide an emergency-port in the main service slide-valve adatpted to admita greater liow of iiuid under pressure Vfrom the auxiliary reser- 'AIO voir, auxiliary emergency reservoir, main train or brake pipe through the mam-servicevalVe chamber mto the reducing-valve and brake-piston cylinder when the driving-pisi ton is shifted to an emergency position by a reduction of fluid under pressure in the main train or brake pipe.

1t is a further object of my invention to provide automatic means to admit fluid under pressure in both ends of the main-servicevalve chamber at the same time, thence into the brake-piston cylinder to cause an emergency application of the brakes, the means operated by a reduction of fluid under pressure in the main train or brake pipe. Y

It is a further object of my invention to provide automatic governing' means adapted to govern the fluid under pressure in the mainservice-valve chamber and auxiliary reservoir so it is under equal pressure at the same time when there is an excess of fiuid under pressure in the main train or brake pipe.

lt is a further object of my invention to provide automatic governing means to vent to atmosphere any excess of huid under pressure above the normal in 'the main-service-valve chamber and auxiliary reservoir that may leak past the driving-piston during the time the fiuid is governed in said chambers when an excess of fluid under pressure is established in the main train or brake pipe.

Itis a further object of my invention to provide a porous driving-piston cylinder so adapted to admit fiuid directly from the main train or brake pipe through the pores into the brake piston cylinder only when the driving-piston is shifted to an emergency position.

It is a further object of my invention to provide automatic means to admit a small quantity of iiuid under pressure directly from the main train or brake pipe to the brake-piston cylinder during the time of a service application of the brakes.

It is a further object of my invention to provide automatic means so I am enabled to make a quick-action application of the brakes by a reduction of fluid under pressure in the main train or brake pipe after an automatic governor-valve is closed, controlling all that quantity of Huid under pressure in the mainservice-valve chamber and auxiliary reservoir, to be equal at the same time in both chambers, the iiow of fluid under pressure passing through an always-open passage between the main-service-valve chamber and the auxiliary reservoir, pressing against the inner face of the driving-piston, and so shifting the same to either a service or emergency position.

It is a further object of my invention to provide an automatic governor to govern to any predetermined point desired all that quantity of Huid under pressure both in the mainservice-valve chamber and auxiliary reservoir and also through an always-open passage between the two chambers so the fluid under pressure will be equal at all times, pressing i against the inner side of the driving-piston,

.main-service-valve chamber. and the auxiliary reservoir, regardless of any excess of iiuid under pressure in the main train or brake pipe.

It is a further object of my invention to provide automatic regulating' means to regulate or stop the driving-piston when it is being shifted by fiuid under pressure to cause only a service application of the brakes and also to not shift an emergency-valve to make an emergency application when only a service application of' the brakes is desired.

1s is a further object of my invention to provide automatic governing' means to control to any point of fluid under pressure desired in the chambers and passages before or during the time of an application of the brakes, all that quantity of fiuid under pressure in the said chambers and passages being in communication with the inner side of the drivingpiston that operates the main service slidevalve when an excess amount of Huid under pressure is in the main train or brake pipe.

It is a further object of my invention to provide vent-ports communicating the chambers in the mechanism with the atmosphere. that contain operative means therein which are necessary to be vented to atmosphere for the automatic operation of the same on each car or vehicle.

It is a further object of my invention to provide automatic governing means to cut off the flow of fluid under pressure fiowing into chambers and passages, being always in communication with the inner face of the drivingpiston in the main-service-valve device when the fluid in the main-service-valve chamber or main train or brake pipe has reached any predetermined point of fluid under pressure desired on each car or vehicle.

It is a further object of my invention to provide automatic means on each caror vehicle that will enable the engineer to control the fluid under pressure so it is equal in all chambers and passages in the air-brake mechanism in communication with the inner side of the driving-piston when he has an excess of fluid under pressure in the main train or brake pipe before or during an application of the brakes.

Itis a further object of my invention to provide automatic governing means to control all that quantity of fiuid under pressure at the same time to any predetermined point desired above the normal fluid under pressure in the main train or brake pipe in all chambers and passages in the air-brake mechanism communicating with the inner face of the driving-piston, which being' adapted to operate the main service slide-valve so the fluid under pressure in such chambers and passages will be equal at all times when an excess of IOO IIO

veavva [luid under pressure is in the main train or brake pipe on each car or vehicle before or during an application of the brakes.

it is a further object oi'I ,my invention to provide means in an automatic-governor airbrake valve that will permit the pin-val ve to be loosely connected, so it will vibrate in closing the seat-port .in the supplemental automaticgiivernm'yalve devices on each car or vehicle.

lt is a further object of my invention to provide for anemergency application ot' the brakes without resistance of liuid under pressure acting' against the emergency-wilve.

lt is a further object ot' my invention to provide for an emergency application of the brakes which may follow a service application by a still greater reduction o'l' fin id under pressure in the main train or brake pipe.

1t is a further object of my invention to provide for certain modiiications in the automatic governor-valves whereby more perfect action and simplicity o'l,3 construction maybe secured.

,lt is a Vfurther object of my invention to provide t'or certain modilications in the automatic governor-valve for regulating the pressure in the main-service-valve chamber, said governor-valve being adapted to be so operated by main train or brake pipe pressure that when the pressure in the main-servicevalve chamber is equal to normal main train or brake pipe pressure the pressure in the main train or brake pipe may be increased above normal pressure and reduced to normal pressure without ai'i'ecting the main servicevalve, the main servicevalve being held normally closed, subject to a quick action of the brakes by a reduction ol" fluid under pressure in the main train or brake pipe.

llt is a further object of my invention to provide a valve adapted to be opened by a reductionot' pressure in the main train or brake pipe and to admit li uid under pressure 'from the main train or brake pipe to the brakepiston cylinder without resistance continuously tor any length ot' time desired.

lt is a further object ot my invention to provide an auxiliary emergency-reservoir lrom which iluid under pressure in the auxiliary tamergency-reservoir may be admitted to the brake-piston cylinder during the time of au application ot the brakes.

llt is a .further object of my invention to provide a iiexible-diaphragm governor-valve iu which the reinforcing-ring is provided with a taper to permit ot' a spherical or central movement et' the liexible dialiihragm by l'luid under pressure.

lt is a 'further object of my invention to provide automatic governor means operated by [luid under pressure at or above normal, either from the main-servicevalve chamber or the main train or brakeV pipe to control the iluid under pressure in the main-service-valve chamber to any )undetermined point otl 'lluid under pressure desired, with open passages at all times between the main-service-valve pislton and the auxiliary reservoir,'so that a quick llow ot' i'luid under pressure in the main-service-valve chamber and auxiliary reservoir may shift the main service-valve to cause a quick application of the brakes.

lt is a Vfurther objectof my invention to pro vide open passage at all times between the main-service-valve piston and the auxiliary reservoir a't'ter the Huid under pressure in the main train or brake pipe has been cut oli' lrom passing' through the passages into the mainservice-val ve chamber and auxiliary reservoir. The automatic governor means to cut oli' the liow ot' such liuid under pressure in said pas* sages is operated by llluid under pressure at or above normal pressure, either from the main-service-valve chamber or the main train or brake pipe.

.lt is a further object ot' my invention to provide automatic means to admit a flow ol li uid under pressure from the main train or brake pipe to the brake-piston cylinder d uriug a service application of the brakes.

lt is a further object ot' my invention to provide automatic governing means so adapted tobe operated by tiuid under pressure at or above normal either from the main-servicevalvc chamber or main train or brake pi pe when said liuid under pressure reaches a predetermined point either in the main-service-valve chamber or the mai n train or brake pipe to close a passage between the main train o r brake pipe and the main-seivice-valve chamber, permitting an excess oi Afluid under pressure desired in the main train or brakepipe above the normal and retaining open passages at all times between the drivingqiiston ot the main service-valve and the auxiliary reservoir. While such excess oi' Iiuid under pressure is in the main train or brake pipe the passages are unobstructed between the said piston and auxiliary reservoir. Such arrangements ol auto* matic governing means is so that a quick application ot' the brakes may be had at any time by a reduction ol `liuid under pressure in the` main tain or brake pipe regardless ol any excess of fluid in the main train or brake pipe at the time ot' such application ofthe brakes.

l will now describe my invention, so that others skilled in the art may manufacture and use the same, reference being had to the accompanying drawings, forming part of this specilicz-ition, in which F'gure l is a longitudinal section, partly in elevation, of the main automatic-governor lluid-under-pressure brake-valve chest or easing, with an always-open passage between the auxiliary reservoir and the inner tace oi the driving-piston and automatic-governor-valve mechanism A, showing' the automatic duplex governor or reducing valve lt partly in elevation and the automatic gmrcrnor-valve lil in elevation. Fig. 2 is a plan view ol the main IOO -anism E in elevation.

service slide-valve. Fig. 8 is a modification ofthe devices shown in Fig'.` 1. Fig. 4 is a longitudinal section otl the main chest or casing of' the automatic -governor fiuid under pressure brake-valve device, with an always-open passage between the auxiliary reservoir and the inner face of the driving-piston and automaticgovernor-valve mechanism A, showing a modified automatic governorvalve mechanism A and the automatic duplex governor-valve F and the automatic governor- Valve E in elevation. Fig. 5 is a transverse section on a line of the governor-valves E and F of Fig. 1, showing the duplex governor or reducing valve F and the automatic governorvalveE in section, with the auxiliary emergency-reservoir attached in elevation. Fig. 6 is a transverse sectional view of' a modified form of the main chest or casing of' the automatic -governor fiuid under pressure brakevalve device provided with a modified autoniatic-governor-valvc mechanism E, with the auxiliary emergency-reservoir attached in elevation, also a modification of' the automatic governor-valve F. Fig'. 7 is a longitudinal view of' the main chest or casing of theautomatic governor fluidunderpressure brakevalve device, partly in section and partly in elevation, showing the automatic-governor retaining-valve mechanism B in section andA also the automatic duplex governor reducingvalve F in elevation, also an automatic governor-valve A and E in elevation. Fig. 8 is a sectional view of a modified form of' the automatic-governor-valve device. Fig. 9 is a transverse section of the main chest or casing of' the automatic-governor fluid-under-pressure brake-valve device, showing a modified automatic-governor retaining-valve mechanism B in section, and the modified automatic duplex governor reducing-valve `F in elevation,also the automatic-governor-valve mech- Fig. 10 is a sectional view of' a modified automatic-geverning-valve device. Fig. 11 is a modification of the devices shown in Fig. 1 with the valve-chamber ofl the automatic governor-valve F normally in communication with the main-service-valve chamber and auxiliary reservoir. Fig. 12 is a modification of the automatic-governor-fi uidpressure brake system adapted to be operated by only a slight reduction of' fluid under pressure in the main train or brake pipe, and a further reduction will cause an emergency application of' the brakes through emergencyvalves on both sides of the main service-valve, said valves being operated by the drivingpiston, with an always-open passage between the auxiliary reservoir and the inner face ofthe driving-piston and the automatic governorvalve mechanism A, also showing a modified sectional and elevation view ofl the automatic-governor-Valve device A, also the automatic-governor-valve device E in elevation and the automatic duplex governor reducingvalve mechanism F partly in elevation. Fig. 13 is a further modification of the devices shown in Fig. 1, with an always-open passage between the auxiliary reservoir and the inner face of' the driving-piston and the automatic-gevernor-valve mechanism A. Fig. 14 is aimodification of the retaining-valve mechanismB, shown in Figs. 1, 4, 5, 6, 7, 9, 11, 12,and 13 ,the automatic governor-val ve E, being removed, while the functions are operative with those of B and formed in the casting directly over the main-service-valve chamber or any other suitable place. Fig. 15 is a modification of the automatic-governor fluidpressure brake-valve device adapted, with duplex means on both sides ofthe driving-piston, to make a service and emergency application of' the brake simultaneously without any resistance of fluid under pressure in the air-brake system, with an always-open passage between the auxiliary reservoir and the inner face of the driving-piston and automaticgovernor-valve mechanism A, also with the modified automatic governor-valve A in elevation and automatic governor-valve E in elevation and the automatic duplex governor leakage valve F partly in elevation. Fig. 16 is a modification of the devices shown in Fig. 1, with an always open passage between the auxiliary reservoir and the inner face of the driving-piston and the automatic-governorvalve mechanism A, showing automatic governor-valve A and E in elevation, partly broken away, the automatic governor-valve F, partly in section and partly in elevation,broken away, and also showing the non-return check-valve 89u longitudinally in the chest or easingf'orming the chamber 5. Fig. v17 is a modification of' the duplex leakage device similar to the duplex automatie-governor-leakage-valve mechanism F, substituting' a valve 39a for a flexible diaphragm and pin-valve, the valve being' held to its seat bythe tension of' a spring under a predetermined point of' pressure. Fig'. 18 is a modification of' Figs. 1, 4, 5, 6, 7, 9, 11, 12, 13, 14, 15, and 16. The automatic-governorretaining-valve mechanism B is placed on the under side of' the main-service-valve chamber instead of on the upper side, as shown in Fig. 14. Also the automatic-governor-valve mechanism A is formed in the casting which forms the chamber It also shows that after the retainingvalve closes the exhaust passage leading from the brake-piston cylinder` to the atmosphere, operated by an excess of iluidpressure in the main train or brake pipe., the said excess Huid-pressure in the main train 'or brake pipe will fiow through the retainingvalve chamber to the duplex-leakage-valve chamber and thence to the brake-piston cylinder,perpetuating an application of' the brakes. Fig. 19 is a modification ofthe retaining-valve '75, as shown in Fig. 18.

The tension ofl the spring 35 is under a predetermined point ofl pressure. ,T his presnon-porous cylinder 7. ln this pistoi'i-cylinder is a piston 8, adapted to be reciprocated by difference of pressure on opposite sides of the piston. The pores in the piston-cylinder are adapted to admit the flow of fluid under pressure from the main train or brake pipe directly to the brake-piston cylinder independent of any other piston or a flexible diaphragm through the piston-cylinder 7 and main-service-valve chamber 11 into a passage leading to the brake-piston cyllinder by a reduction of fluid under pressure in the main train or brake pipe sufficiently to cause an emergency application of the brakes, the piston 8 being shifted its full movementin the porous piston-cylinder by fluid under pressure from the main-servicevalve chamber and auxiliary reservoir. On the farther side of the piston 8 is a fluid-pressure chamber 78, the purpose of which is to allow such a fixed area of fluid under pressure on the rear face of the piston as will when added to the fluid-pressure area found on the rear face of the piston 86 at the other end of the piston-rod approximately equal the pressure-surface of the front face of the piston 8 in the chamber 7. Beyond the chamber T8 is a valve-chamber 11, in which is the main service slide-valve 18, held to its seat by a spring 18a. This slide-valve is provided with ports 82, 88, and 84 and adapted to register with ports 21 and 22. The ports 21 and 22 are service and emergency ports, respectively leading to the passage 24, which connects with a passage 108, leading to the automatic duplex governor or leakage device and thence to a passage 67 that leads to the brakepiston cylinder. The port 26 leads to the exhaust-passage 26a. Secured to the piston-rod 17 are the collars 29 and 80, which collars are adapted to strike against the slide-valve 18 and move it back and forth on its seat 70", so as to open and close the ports 21 and 22 and establish communication by these ports between the main-service-valve chamber and auxiliary reservoir, reducing-valve chamber, and the brake-piston cylinder for the purpose of making a service and emergency application of the brakes. rlhe passage which leads from the main train or brake pipe to the mainservice-valve chamber is provided with an automatic-governor-valve device A and is so adapted to govern all that quantity of fluid under pressure in the main-service-valve chamber, auxiliary reservoir, and passages connecting therewith thatl the fluid is under equal pressure in both chambers and passages at the same time, pressing against the inner face of the driving-piston so that the automatic-retaining-valve device may be operated without affecting the main-service-valve mechanism, the purpose of which is to shut off communication between the main train or brake pipe and the main-service-valve chamber as soon as the fluid in the main-service-valve chamber has reached a predetermined pressure and to admit to atmosphere any fluid under pressure in the main-servlcc-valve chamber above the normal fluid under pressure in said chamber and auxiliary reservoir to prevent the accumulation of any excess of fluid under pressure in the main-service-valve chamber by leaking past the driving-piston 8 when the main train or brake pipe is charged with excess of fluid under pressure above the normal.

Then the driving-piston 8 and the mainservice-slide-valve mechanism operated thereby are in normal position to the left, the driving-piston 8 being' forced to its seat 76 by the fluid under pressure from the main train or brake pipe and the main-service slide-valve cutting off communication between the mainservice-valve chamber, reducing valve-chamber, the auxiliary reservoir, and the brakepiston cylinder, the fluid will pass from the driving-piston cylinder 7 through the port 9 and passage 12 into the automatic-governorvalve chamber 13 of the governor-valve 81 and thence by the passage 10 and the by-pass '79 through the port 8O into the main-servicc valve chamber 11 and auxiliary reservoir 11A. As soon as a predetermined fluid-pressure has been attained in the main-service-valve chamber and the connecting-passages above described and also in the passage 40 and the flexible diaphragm-chamber 37 of the automatic-governor-valve mechanism A the fluid under pressure from said passages and chambers will raise the flexible diaphragm 38, and with it the governor pin-valve 39 and from its seat 65, and'thereby permit fluid under pressure to flow from the llexiblediaphragmchamber 87 into the passage 36 and thence in to the automatic-governor-piston cylinder 34, where such fluid under pressure will operate upon the automatic governor-piston 33 and force the automatic governor-valve 31 down on its seat 62, closing the passage 12 and preventing any further flow of fluid under pressure from the main train or brake pipe 1 through the driving-piston cylinder 7 to the main service valve chamber and auxiliary reservoir. A leakage-port 36CL leads from passage 36. This porthas a double function: First` it allows of the opening of the valve 31 by per- IOS.)

IIO

mitting the escape to atmosphercof fluid under pressure in rear of the pistn ofthe valve, and, secondly, it allows the escape of any excess of fluid under pressure which may leak into the main-scrvice-valve chamber from the main train or brake pipe when fluid under pressure in the main train or brake pipe is greater than the fluid under pressure in the main-servicevalve chamber, thus preventing any excess of fluid under pressure in the main-service-valve Y chamber and the auxiliary reservoir. The valve 31 is connected to a stem 82, having a packing-ring 70, said stem moving through a bore or guideway 100 and carrying an automatic governor-piston 33 and provided with vee/rra,

suitable pacl ing-rings (ifi and arranged with l in an antoniatic-governor-piston cylinder 3st, rlhe valve 31 olI the goverlior is normally held. away from its seat 62 by a spring 35, which is interposed between the automatic-governorpiston and the end of the automatic-governorpistou cylinder. The head of the power end of the cylinder 34 of this automatic-governorvalve mechanism is recessed, forming a cylinder for the reception ofl the packing-piston 70, which is adapted to prevent the loss or flow ofl fluid under pressure trom the main'serriccyalve chamber and passag'es in the chest or casing of the mechanism when such pressure at or below the normal. rlhe upper end of this automatic-governor-piston cylinder 34 communicates by a passage 3G with the flexible diaiihragm-chamlmr 3T. said chamber having a flexible dia}j hragm 3S, carrying in a manner hereinafter described the automatic governor pin-valve 3. The ileXible-diaphragm cham ber 37 is connected by a passage @t0 with the mainservice-valve chamber or passages leading thereto, so that the fluid under pressure in the lnain-service-valve chamber may flow into the flexiblealiaphragm chamber 3T. This automa tic governor pin-valve 39, which is carried in the center ot' the disk hub 4T and in the center of" the flexible diaphragm, is normally held to its seat G by an am,omatie-governor-regu lating spring' lil, which bears against the disk hub and has its tension so adjusted by a screwplug in the opposite end off the automaticgovernor-spring chamber 44 as to hold the automatic governor pin-valve against its seat until a certain predetermined fluid under pressuremi say seventy pounds-has been attained in the main-servicc-valve chamber. AWhen such fluid under pressure has been attained, it ovcremnes the tension of theautomatie governor-slningfil by the fluid Linder pressure against the flexible diaphragm, and by lifting the valve 39 from its seat 65 fluid under pres sure is allowed to pass under seventy pounds of fluid under pressure. against the piston 33, which will close the valve 31 and shut off' the flow of fluid under pressure from the main train or brake pipe through the port 9 and passage i12 into automatic-governor valve ehai'nber 13 and passages 10, 80, and 79 from passing through the nnfiin-service-valve chamber to the auxiliary reservoir il until the [l uid under pressure in the main-service-valve chamber may have been reduced below the predetermined amount of seventy pounds or normal main train or bralie pipe pressure. lill hen the fluid under pressure has been so reduced, the automatic governor-spring 41 will again close the valve SL and the fluid under pressure being removed from the piston 38 the spring 35, with the fluid under pressure against the valve 3l from the main train or brake pipe. will raise the piston and again open the valve 3l, which will remain open until the fluid under pressure in the valve-chamber is at normal fluid under pressure. As soon as this fluid under pressure in the main-service'- valve chamber and passages connected therewith is at normal the valve 31 closes and prevents any excess fluid-pressure above normal or any reduction of this excess pressure from a point above normal down to normal main train or' brake pipe pressure from operatingl the main service-valve and mating an application ofthe brakes. As shown in Fig. l., the edges ofI the flexible diaphragm 238 are clamped under an inward spherical taper ring 43 between shoulders on the walls 68 ol" the 'fh'lid-chamlnr 37, which is formed at the base of the automatic-governor-springchamber Liet. The spherical taper ring is so adapted to admit of a spherical or central movement ol" the flexible diaphragm when fluid under pressure is exerted against the lower side of the flexible diaphragm to open a valve. The automatic governor pin-valve 89 passes loosely through a thimble-nut 45, the latter having a threaded stem, passes up through the center of the flexible diaphragm, and screws into the center of the disl: hnba, which dish hub is guided in its movements up and down by the sides ofi the automatic-governorspring chamber d4 and the spherical taper ring 43. The upper end of the automatic governor pin-valve-SQ is provided with a head 4-6, arranged in a disk hub 4:7, and is held by a spring a8 against the upper end of the recess. By this construction wear will he compensated for and the automatic governor pinvalvc 39 will be allowed to accommodate itself to its scat 65, tightly closing the upper end of the passage 36. For general purposes and convenience of description l designate this apparatus as the Lauto]natie-governorvalve mechanism A.

.lhe operation of the autoinatie-governorvalve mechanism A will be readily understood from the foregoing descriptioii of the parts, as it governs all that quantity of fluid under pressure in both the auxiliary reservoir and main-service-valve chamber pressing' against the inner side of the driving-piston 8, so that it does not have a greater pressure than that of the fluid in the main train or brake pipe when it is under normal pressiue, as these automatic governing means will permit any excess of fluid desired in the main train or brake pipe to be used to make a straight fluidumler-inessure application of the brakes and also close the automatic retaining-valve devices to perpetuate an application of the bra hes by closing the exhaust-passage Afrom the brakepiston cylinder, thus preventiiig any multiple application of" the brakes when the fluid under pressure in the main train or brake pipe is reduced from a point above normal down to normal, because at no time will the fluid under pressure pressingagainst theinnerside of' the driving-piston 8 become any greater. than the normal fluid under pressure inthe TOO IIO

main train or brake pipe. It will be further understood that if it were not for such automatic governing means the fluid under pressure in the main-service-valve chamber pressing ag'ainst the inner side of the piston would be under thev same pressure as that of the main train or brake pipe, and consequently each reduction of' fluid under pressurein the main train or brake pipe would shift the driving-piston 8`and make an application of the brakes.

The main-service-valve chamber and the auxiliary reservoir having been charged in the manner stated, service application of the brakes may be effected by a reduction of fiuid under pressure in the main train or brake pipe and driving-piston cylinder 7 to a degree less than the fluid Linder pressure in the main-service-valve chamber and the auxiliary reservoir, for as soon as the fluid under pressure in the main-service-valve chamber pressing against the inner face of the main-servicevalve driving-piston 8 and in the auxiliary reservoir is greater than the fluid under pressure in the main train or brake pipe which presses against inner face of thc driving-piston 8 the fluid under pressure from the mainservice-valve chamber and the auxiliary reservoir will force the driving-piston 8 from its seat 76, or slightly to thc right or to a service position, thus closing-the port 9, which communicates with the automatic-governor-valvemechanism A and the main-service-valve chamber, thus preventing any further flow of fluid under pressure from the main train or brake pipe into the main-service-valve chamber and auxiliary reservoir. This movement of the piston 8 also opens communication between the main service valve chamber` auxiliary reservoir, reducing-valve chamber, and the brake-piston cylinderas follows, the stem 17 ofthe driving-piston 8 being provided with shoulders 29 and 80, which are adapted to strike against opposite ends of the main service slide-valve 18. The chamber or cylinder 11 is made cylindrical, except thev front end portions of its lower side, where a fiat seat 7 O is formed for the travel of the main service slide-valve 18. Through this flat seat 7 0 are formed ports Q1, 2Q, and Q6, the ports 21 and 22 connecting with the passage 24, leading to the automatic duplex governor or leakage device and also leading to or communieating with the brake-piston cylinder passage or pipe 67, as shown in Figs. 1, 8, 4, 5, 6, 11, 12, 13, 14, and 15 and as has already been described. The main service slide-valve 18 is provided with ports or recesses 82, 88, and 84, which when the valve is in proper position on its seat in the valve-chamber 11 will allow fluid under pressure to flow from the main -servicevalve chamber, the automaticgovernor-valve chamber, and the auxiliary reservoir for a service application and in an emergency application of the brakes from the main train or brake pipe through passage 89, chamber containing' non-return check-valve 89, storage-chamber89,:u1xiliary emergencyreservoir, and port 88, leading to the auxiliary reservoir and into passages leading to the brake-piston cylinder, also through the porous piston-cylinder 7 when the driving-piston 8 is in an emergency position, being shifted by a reduction of fluid under pressure in the main train or brake pipe to a point below the fiuid under pressure in the main-servicevalve chamber and the auxiliary reservoir, and the movement of the piston 8, as already described, the shoulder 29 on the driving-piston stem 17 will strike against the main service slide-valve 18, and so shift the latter as to bring its port 83 into alinement with the port 21, thus permitting the fiuid under pressure from the main-service-valve chamber and the auxiliary reservoir (which fluid under pressure passes into the main-service-Valve chamber 11 through the passage 7.9.and the port 80) or directly through the valve-chamber to vflow through the passage Q4 into the reducing-valve chamber andthe pipe or passage 67 to the brake-piston cylinder, and thereby effect an ordinary or service application of the brakes. After the fluid under pressure has been applied to the brake-piston cylinder in the manner described the brakes are held applied by the same fluid under pressure from the main-service-valve chamber and the auxiliary reservoir in the brake-piston cylinder. Then it is desired to release the brakes, the fluid under pressure in the main train or brake pipe is restored to a little above normal-that is, a little above seventy pounds fluid-pressure. This increase in fluid under pressure acting' on the main-service-valve d rivingpiston 8 retracts the main service slidevalve 18, cutting' ofi' the flow of fluid under pressure from the main-service-valve chamber and the auxiliary reservoir through the passages to the reducing-valve chamber and to the brake-piston cylinder by closing the ports 21 and 22, and at the same time the exhaust-port 26 is opened. This port 26 communicates with a recess 25 in the bottom of the main service-valve 18, and it serves to connect the passage 2st (which con'mumicates with the brake-piston cylinder and establishes an exhaust therefrom) with the port 26, which leads to the atmosphere through passage QG and chambers which will hereinafter be described. This permits the fluid under pressure to escape to atmosphere from the brake-piston cylinder. Willen, however, it is desirable to shut in or retain the iiuid under pressure in the brakepiston cylinder, perpetuating an application ,of the brakes which has passed to the brakepiston cylinder in the manner just described, it is customary to close whatis known as a retaining-valve, being closed and opened by a brakeman, in order to keeper retain iiuid under pressure in the brake-piston cylinraam/a der, perpetuating' an application of' the brakes while the aiixiliai'y reservoir is being' charged with fluid under pressure from the main train or brake pipe. The retaining of fluid undei' pressure in the brake-piston cylinder l. am

enabled to do automatically by excess iluid under pressure above the noi'mal in the main train or brake pipe from any available source, preferably, however, dii'ectly f'roin the main ti'ain or bi'ake pipe in the manner herein described, andI accomplish this object by placing in connection with the main train or brake pipe or otliei' source of' supply as to be eapable of. being acted on by an excess of fluid undei' pressure above the noi'mal in the main train or brake pipe which serves to close the exhaust-passage 26 `from the brake-piston cylinder to atmosphere. Leading from the passag'e 25 in the bottom of the main service slide-valve 18 is, as has already been meutioned, the port 26 and the exhaust-passage .G This passage 26 is in open communication with the atmosphere excepting when the brakes ai'e applied by an excess fluid under pressure directly from the main ti'ain or bi'ake pipe or when the automatic governor retaining-valve is closed. This automatic retaining-valve is shown in Figs. 7 and 9, V14: and 18 and is connected with an automatic governor retaining device marked li. The automatic governor-valve B is similar in most of its parts to the automatic governor-valve A already described. in the body of the casting is formed a cylindrical retaining-valve chamber (53, into which the exhaust-passage 26 leads and `from which chamber the exhaustpoi't 74s opens to atmosphere. In this chamber is an automatic retaining piston-valve 75, provided with suitable packing-rings 8l and adapted to make a tight joint between the piston and the side of' the cylinder. Between the bottom off the automatic-i'etaining-valve chamber 63 and the piston 75 isa spiral spring 35, which normally holds the iiiston-valve in an elevated position, leaving' the passage through the automatic-retaining-valve chamber (53 'f'i'om the passage 26 to the exhaustpoi't 74 open. Leading' from the automatic-retaining-valve chamber tabove the pistonvalve is a fluid-passage 3b,` which extends into the flexible-diaigihragm chambei' 37 and is controlled by the automatic governor pinvalve 39, which is connected with the disk hub a7 of' the flexible diaphragm 38, as in the ...automatic governor-valve A already described. Leading into theflexible-diaphragm chamber is a passage 69 for fluid under pressure, which communicates with the main train or brake pipe or other suitable source of' supply of fluid iindei' pressure. Above the disk hub of' the flexible diaphragm and beai'ing' thereon is the automatic governor-spring Lil undei' sufficient tension of pressure to keep the pin-valve closed ag'ainst a less fluid undei' pressure exerted on the flexible diaphragm than several pounds above the normal main train or brake pi pe p ressu i'e of seventy pounds. l'Vhen it is desii'able to close the automatic: governor retaining-valve 7 5, the engineer increases the fluid under pressure in the main train or brake pipe to, say, seventy-live pounds, which fluid undei' pressure is suflicient to overcome the i'esistaiiee of the automatic governor-spring il and raise the pinvalve 3f) Vtrom its seat 65 in the manner already describe l. lhis permits the fluid uudei' excess pressure to pass lfrom the lflexible-diaph ragni chamber i nto the passage 36, and thereby move, the piston-valve 75 to its seat, which closes the exhaust-iiiassage 26" from atmosphere. When it is desirable to release the automatic governor retaining-valve 75, the fluid under excess pressure in the main ti'ain or brake pipe or other source of supply is i'educed to less than siiiventydive pounds, whereupon thepin-valve 39 is seated, cutting' off fluid under excess pressure above the piston-valve' 75, and the fluid in the passage i6 leaking' thi'oiigli a vent-port to atuiospliei'e releases the fluid under pi'essure. above the valve in thc piston-valve cylimler, and the valve 75 is cari'ied back to its normal position by the spring 35 and with the fluid under pressure against the valve `from passage 26". 'lhe opei'ation of the autoi'natic governor i'etaining-valve marked B will be i'eadily understood from the Aforegoing description of the parts, because at no time the fluid in the main-serviee-valve chamber will be above the normal, it being' under control by the automatic goveri'ior-iuilve A, conseipiently the driving-piston 8 being held to its seat with a pi'essui'e of? fluid above the normal, while the fluid under pressure in the main-service-valve chamber pressing against the the inner face of` the piston is only normal. From a chamber 91 'for fluid under pressure, which is formed in the body off the casting and is shown in Figs. 5 and (i, leads a passage 49, which extends to and communieates with the rediiciug-valve and the brakepiston cylinder, the purpose ol" this passage being' to admit fluid under pressure 'from the main ti'ain or brake pipe to the brake-piston cylinder to make an application ot the brakes without using the reserve fluid iindei' pressure in the main-serviee-valve chamber, auxiliary reservoir, and auxiliary eniergency-reservoir.

lt is olten desii'able in quick-action automatic brake systems to apply a sudden and'extreme emergency amount of' fluid under pressure to the bi'ake-piston cylinder. ln my improved system lf employ devices by means of which this high or excess pressure of' fluid may be applied directly from the main train lor bi'ake pipe without red ucing the fluid undei' pi'essiire in the main-sei'vice-valve chamber, auxiliary reservoir, or auxiliary emergencyreservoir.

Leading lfrom the main ti'ain or brake pipe chamber or the piston-cylinder 7 is a paslOO 'IOS

ILO

sage 90 for fluid under pressure which exl tends to the flexible-diaphragm chamber 3T of the automatic governor-valve device, which 1 have designated as E, the automatic governOr-valve portion of which device is similar l in all respects to the automatic governor-valve device A, excepting' that the tension of the automatic governor-spring 41 is arranged to resist an extreme excess pressure of fluid ag'ainst the flexible diaphragm 38- say of eighty-live pounds. Leading from the flexible-diaphragm chamber 37 is a passag'e 36, which extends to the chamber 91, communication between this passage and the flexiblediaphragm chamber being normally closed by the automatic governor pin-valve 39. Extending from this chamber 91, as is already described, is the passage 49, which leads to the reducing-valve and brake-piston cylinder. f hen it is desired to make an emergency application of the brakes directly from the main train or brake pipe, the engineer turns on an extreme excess pressure of fluid-say eighty-live poundsein the main train or brake pipe. The first effect of' this excess fluid under pressure in the brake-pipe is to close the automatic governor-valve A, preventing any excess of fluid under pressure from flowing' into the main-service-valve chamber. The second effect of this excess fluid under pressure in the brake-pipe is to operate the automatic governor-valve B, thereby closing the retaining valve '75, which closes the exhaust-passage leading to atmosphere from the brake-piston cylinder, the excess fluid under pressure passing' directly through the passage 69 from the maintrain or brake pipe to the flexible-diaphragm chamber of the automatic governor-valve B. This excess fluid under pressure also passes through the passage 90 to the flexible-diaphragm chamber of the automatic governor-valve E, and thence, having' raised the flexible diaphragm 38 and pin-valve 39 from its seat 65, it passes through the chamber 91 and the passag'es L19 24, communicating' with the automatic duplex g'overnor reducing-valves F and 67 directly to the' brake-piston cylinder, applying the brakes with an emergency application with excess fluid under pressure in the main train or brake pipe. By this operation the brakes may be applied and released repeatedly without shifting the driving-piston 8, the main servicevalve being held in its normal position by the use of the automatic governor-valve A, sul ject to a quick-service or emergency application of the brakes by fluid under pressure flowing' through an always-open passage from the auxiliary reservoir and the main-servicevalve chamber, shifting the driving-piston 8. to an application position by a reduction of fluid under pressure in the main train or brake pipe to a point below normal pressure in the main train or brake pipe when the automatic governor-valve A is closed.

In the use ofl the several automatic-governor-valve niechanlsms A, B, and E to perpetuate an application of the brakes the automatic governor-valve A must be closed, and

then the automatic retaining-valve 75, controlled by the automatlc governor-valve B,

g must also be closed before fluid under presl sure 1s allowed to pass from the main train or brake pipe through the several automatic governing devices to the brake-piston cylinder.

Then it is desired to obtain a quick-action hig'h-pressure service or emergency application of the brakes, the fluid under pressure in the main train or brake pipe is reduced-say to ten or fifteen poundsand opened to atmosphere, which will cause the piston 8 to be shifted from its seat 76 to an emergency position by the [luid under pressure in the mainservice-valve chamber and the auxiliary reservoir through an always-open passage from the auxiliary reservoir to the inner face of the driving-piston, said piston traveling its full movement in the driving-piston cylinder. To check the travel of the driving-piston 8 to cause only a service application of the brakes and also to prevent in an emergency application any shock or lar to the driving-piston or valve mechanism by this quick or sudden movement, a suitable bufling or regulatingstem mechanism is employed. This bufng mechanism consists of a stem 14, arranged in a suitable guide 4l in the chamber 5, where it is normally held in a forward position by the spring 15, so that its end will project through port 3 into the driving-piston cylinder 7. When the driving-piston 8 shifts to a service position, or to the right, a knob or projection 16 on the driving-piston 8 will strike against the regulating-stein 14. The striking' of the knob 16 against the stem 14 limits the travel of the piston in a service application of the brakes, while in an emergency application of the brakes the spring' 15 will take up the shock or jar. By this full movement of the driving-piston 8 and the main service slidevalve 18, as already stated, an emergency application of the brakes will be made by a full and free flow of all the fluid under pressure from the main-service-valve chamber through the service and emergency ports and from the automatic-governor-valve chamber and the auxiliary reservoir through an always-open passage between the main-service-valve chamber and the auxiliary reservoir, also of the normal main train or brake pipe pressure, or greater, contained in the storag'e-chamber 89 and in the auxiliary emergency-reservoir 102, which communicates therewith by the passage 101, and also from the `main train or brake pipe, which main train or brake pipe fluid under pressure will flow into the passage 24 through the auxiliary reservoir and mainservice-valve-chamber, the auxiliary reservoir being' connected with the main train or IOO IOS

IIC

'mara brake pipe passage bythe movement of the main-service-Valve piston 8, which shifts the valve 86, uncovering' the port 88 leading into the storage-chamber 89, auxiliary emerg'ency reservoir passages 101, and passage 89, which passage 891 communicates with the main train or brake pipe chamber passage 5, and also by the shi'ltingof the driving-piston 8 to an emergency position only. Then the pores in the driving-piston cylinder 7 are in communication with the main-service-valve chamber, auxiliary reservoir, and brake-piston cylinder, placing' the main train or brake pipe directly in communication with said chambers. The pores in the piston-cylinder 7 leading' to the passage 89, and non-return check-valve 89, which valve 891L is in the passage 89, as has already been stated, leads tothe main train or brake pipe and is so adapted to admit [luid under pressure directly Afrom the main train or brake pipe to the rel ducmg-valve chamber and brake-piston cylinder continuously Afor any length ol'l time desired or until all the fluid under pressure is exhausted in the main train or brake pipe, passing through the driving-piston cylinder 7 and through the service and emergency ports in the main-service-valve chamber independent ol" any other piston or a iiexible diaph ragm into the brake-piston cyli nder. At the same time fluid under pressure is passing' in the opposite end of the main-service-valve chamber to a reducing-valve chamber and to the brake-piston cylinder. ln this passage 89 is a cylindrical valve-chamber having` a non-return check-valve 89, which is normally held to its seat 89" by a spring 89C. vThe tension ol the spring is adjusted to keep the valve seated. The purpose of this check-valve is to retain all fluid under pressure which passes through the said valve-cl'iambm', and thereby prevent leakage from the auxiliary reservoir and the main-service-val ve chamber and brakepiston cylinder should a train be broken into sections, and it also retains the normal main train or brake pipe fluid under pressure, or greater, in storage-chamber 89 and auxiliary emergency-reservoir 102.

When there is an excess reduction of iluid under pressure in the main train or brake pipe, as already described, to allow i'luid under pressure to pass from the auxiliary reservoir and main train or brake pipe to the brake piston cylinder through passage 89, storagechamber 89, and from the auxiliary emergencyreservoir 102, the port 9 will be closed by the piston 8 being shifted to an emergency position, and iluid under pressure will pass through and from the auxiliary reservoir through the passages 79 and 80, the main service slide-valve chamber 11, and the ports 82, 88, 811, 21, and 22 into the passage 24, into the automatic duplex governor red ucing-valve F, and thence by the passage 67 or any other passage leadii'lg into the brake-piston cylinder, making an emergency application oi" the brakes, as already described, adding the `fluid under pressure from the storage-chamber 89 and the auxiliary emergency-reservoirQ to the fluid under pressure in the brake-piston cylinder. Then follows i'luid under pressure from the main train or brake pipe through passage 89I and non-return check-valve 89, through both the porous piston-cylinder and the port 88, and this iiow ei' fluid under pressure to the brake-piston cylinder will continue until the fluid under pressure in the brake-piston cylinder equals the fluid under pressure in the main train or brake pipe, and so continue to y remain equal until thepiston 8 is shifted to a release position. The eliect ol an excess reduction of fluid under pressure in the main train or brake pipe is therefore necessary to make an emergency application of the brakes and to place the fluid under equal pressure at the same time in the brake-piston cylinder, main-service-valve chamber, auxiliary reservoir, storage-chamber 89, and auxiliary emergelicy-reservoir 102,and in the valve-chambers of the automatic duplex governor reducingvalve li continuously for any length of time desired or until the li uid under pressure is exhausted in the main train er brake pipe.

The auxiliary eniergericy-reservoir 102 is a retainer to retain all iluid under pressure that passes through the port oi'l the eheck-valve 89 into and through the storage-chamber 89, the purpose of this emergency-reservoir being' to supply an extra amount o1' `fluid under pressure in an emergency application ol the brakes, increasing the iluid under pressure in the brake-piston cylinder above that in the main train or brake pipe at the time o1 an emergency application of the brakes. This reservoir is in communication with the storage-chamber 89 by the passage 101, and this storage-chamber always has access to fluid under pressure direct from the main train or brake pipe, or the passage 101 may lead directl y from the non-return check-valve chamber to the auxiliary emergency-reservoir.

From a passage 24- or any other passage communicating with the main-service-valve chamber and the brakepiston cylinder a passage 10b leadsI into the automatic governor reducing-valve chambers 87 of the automatic duplex governor or leakage apparatus, which l have designated by the letter F. This valve .F may be a duplication oi' the mechanism employed in the automatic governor-valve E- that is, it consists of the passage 108, leading into a l'lexilfile-diaphragni chamber 87, having a `l'lexible diaphragm 38, carrying an automatic-governor pin-valve 89, disk hn b 47, and having' a regulating-spring 11, which bears against the disk hub and holds the valve 89 normally closed against its seat 65. The pinvalve 89 is graduated-that is, the greater the fluid under pressure exerted against the flexible diaphragm the wider the valve will ITO be held open and the greater the amount of fluid under pressure which will pass through the port of' the valve. The tension ofthe governor-spring' 41 is so regulated by the screwplug 42 that the valve will open whenever a predetermined amount of' fluid under pressure is exerted ag'ainst the flexible diaphragm 38 and allow the fluid under pressure in the passage 24 from the main-service-valve chamber and leading' to the brake-piston cylinder to escape to atmosphere through the port 104. This automatic governor-valve F may be sing'le or duplex. Then an automatic duplex governor-valve is used, as shown in Figs. 5 and 6, the tension of' the automatic governorspring 41 of one valve is g'reater than the tension of' the automatic governor-spring in the other. The effect of this is that both valves will open, say, at seventy-five pounds of' fluid under pressure in the passage 24 leading from the main-seiw'ice-valve chamber; but one of' the valves will close bef'ore the other, thereby causing a more gradual escape of the fluid under pressure in the passages as the fluidpressure decreases, and thus prevents the skidding of' the ear-wheels.

In Fig'. 3 I show a modification ofl the device shown in Fig'. 1. A passage 114 leads from the check-valve 89 into a piston-cylinder 115, having' an emergency7 slide-valve 116, moving on a flat seat 116", similar to seat T0, to which it is held by a spring 117, which bears against a cap 118, which is held in position by the piston-rod 119. Then there is an emergency reduction of fluid under pressure in the main train or brake pipe, the fluid under pressure in the main-service valve chamberacts on the piston 120, and so moves the same that it strikes the emergency-valve 116 and brings the port 121 in alinement with passage 122, which leads to the passage 24, communicating' with the reducing-valve and with the brake-piston cylinder, thus allowing the flow ofl fluid under pressure from the auxiliary emergency-leservoir and main train or brake pipe to the brake-piston cylinder when the driving-piston 8 has been shifted to an emergency position by a reduction ofl fluid under pressure in the main train or brake pipe.

In Fig. 4 I show a modification of' the automatic governor-valve A, a piston and a slide-valve106 being' substituted f'or the flexible diaphragm 38 and pin-valve 39, as above described.

In Fig. 6 I show a modified form of the automatic duplex governor high-speed valve F, in which instead of' the pinvalve 39 and flexible diaphragm 38 I employ a piston 105 and a slide-valve 106, the piston being' acted on by the governor-spring' 41 through a cap 107 and the slide-valve 106 being' held to its seat 108 in the valve-chamber 110 by the spring' 109 to close and open the ports 111. rIhe pressure of' the fluid from the passage 24, leading to the brake-piston cylinder, acts on the piston 105 in the same manner as it acts on the flexible diaphragm and the fluid-pressure passes to atmosphere through the ports 104 when the valves 106 are operated, as has already been described.

In Fig. 6, which figure shows the modification of the automatic duplex governor-valve F, I show a modification. of the automatic governor-valve E, a piston 105 and a slidevalve 106 being' substituted for the flexible diaphragm 38 and pin-valve 39, as has already been described.

In Fig'. 8 I show a further modification in which a piston 133 is substituted for the flexible diaphragm 38, the pin-valve 39 resting against the seat 65 in the manner already described.

In Fig. 9 I show a modification of the automatic governor retaining-valve B, a piston 105 and a slide-valve 106 being substituted for the flexible diaphragm 38 and pin-valve 39, as above described.

In Fig'. 10 I show a further modification of the automatic g'overnor-valve F, in which the slide-valve 106 is omitted, or rather its place is taken by double piston-heads 112 and 113. The port 111 opens between the piston-heads and the port 103 in front of the outer pistonhead. Thus when a predetermined pressure is exerted on the outer piston-head 113 the piston is moved against the pressure of' the governor-spring 41 until the leakage-port 104 opens from between the piston-heads and the fluid-pressure from the passage 24 can pass or leak through the port 104 to atmosphere. 'I` his modification may be applied to governorvalves A, B, E, and F or any other reducingvalve.

In Fig'. 11 I show a modification of the devices shown in Fig. 1. Instead of placing the main train or brake pipe in communication with the auxiliary reservoir by the movement of' the main service-valve when the pressu rein the auxiliary reservoir is greater than in the main train or brake pipe, as I have l already described, I bring' the main train or brake pipe in direct communication with the brake-piston cylinder. To this end the passage 89, leading' from the main train or brake pipe through the non-return check-valve 89a, communicates with a passage 89e, which leads into the main-service-valve piston-cylinder chamber 7, which may be formed by the piston-heads 8 and 81. rIhese piston-heads are caused to fit closely in the cylinder by suitable packing-rings. Vhen the driving-piston 8 is caused to move by fluid under pressure in the main-service-valve chamber and auxiliary reservoir, the piston-head 8l1 passes the pores in the piston-cylinder chamber 7, leading to a passage 89e, and allows the fluid under pressure from the main train or brake pipe and auxiliary emergency-reservoir to flow through the service and emergencyports in the mainservice-val ve chamber to the passage 24, which leads to the automatic governor reducing-valve F and to the brake-piston cylinrler through the passage 67. This modification therefore aliords direct communication between the main train or brake pipe and the brake-piston cylinder whenever an emergency application is made through the main-service-valve chamber by a reduction of lluid under pressure in the main train or brake pipe. I also show the automatic governor reducing-valve 7F inserted in the casing,so adapted that the llexi l )lediaphragm chamber 37 communicates with the main-service-valve chamber and the auxiliary reservoir adapted to admit to atmosphere any excess of liuid under pressure above seventy pounds, or normal main train or brake pipe pressure that may leak past the driving-piston 8 when there is an excess olE l'luid under pressure in the main train or brake pipe for the reasons that have already been stated in connection with the automatic governor-valve A. The tension et' the automatic governorspring 41 in this valve is set to resist a fluidpressure o't' seventy pounds be't'ore the pinvalve will open, admitting' to atmosphere from the main-service-valve chamber and auxiliary reservoir any quantity ot' fluid under pressure above seventy pounds.

',lhe em ploymentot' the auxiliary7 emergencyreservoir will be readily understood Vfrom the Vl()regoing description of the parts. `W henever an emergency application is made by a reduction o't' liuid under pressure in the main train or brake pipe, the main service-valve and drivingpiston 8 being shifted to an emergency position the auxiliary emergency reservoir is broixght in commiimication with the brake-piston cylinder, thereby giving' additional power to an emergency application oi' the brakes. Then follows the `lluid under pressure directly 'from the main train or brake pipe without resistance ot' fluid under pressure, and will continue until all the fluid is exhausted in the main train or brake pipe or until the driving-piston 8 is shifted to its normal position by increasing the lluid under pressure in the main train or brake pipe.

ln Fig. 12 I show a further modification of the devices shown in Fig. 1. lin this ligure the emergency-valve 125 is situate in the main train or brake pipe passage and is adapted to be so operated by the movement ol' the d riving-piston 8 as to open communication between the main train or brake pipe through the chamber 5 into a passage 122, leading to the passage 24 and reducing-valve chamber, which communicates with the brake-piston cylinder. 1n the passage 122 is a non-return check-valve 123, which prevents the return ol pressure from the passage 122 to the main train or brake pipe. show a piston 12a, which is connected with and is greater in area than the driving-piston 8, the object being' to provide a greater surface for the fluid under pressure inthe 1n this ligure l alsol main-serviee-valve chamber than the surface lor the `(luid under pressure in the main train or brake pipe, whereby a more rapid movement et' the driving-piston 8 is secured whenever there is a reduction ot' fluid under pressure in the main train or brake pipe, and its object is also to cause a quick emergency application following a service application of the brakes, such emergency application being caused by a further reduction of fluid under pressure in the main train or brake pipe without the necessity ot increasing the fluid under pressure in the main train or brake pipe to reestablish the fluid under pressure in the main-service-valve chamber and theauxiliary reservoir. Vlhe reason oit this is that the area el the piston 12-1 heilig' greater than the area ol the driving-piston 8 there will bea greater amount ol Vfluid under pressure on the pistou 121 than on the d riving-piston 8, even alltel" the l'l uid under pressure in the main-servicevalve chamber and auxiliary reservoir has been reduced to almost equal that lluid'uruler pressure in the main train or brake pipe.

l n Fig. l 3 l show the emergency slide-valve 116 of Fig. 3 situate between the main service-valve and the auxiliary reservoir, the same passages comucting with the valve as in the case olf Fig. 3.

VIn Fig. 15 I show a quick-action automatic duplex non-resistanee-valvc system operated by piston means, in which a slide-valve 125 is adapted to make an en'iergency application o'lI the brakes with fluid under pressure directly from the main train or brake pipe and continuously lor any length otl time desired, which is operated by the shifting ol the driving-piston 8, controlling the slide-valve 18, and is situate in the valve chamber or cylinder 126, formed in the chamber ln the valve 125 is a graduating-port 127, which is adapted to communicate with the port 128 in the llat seat 128'* in the Valve-chamber leading into the passage 129, which leads to the non-return check-valve 89 and the passage 2a and reducing-valve chamber, thence to the brake-piston cylinder. Vlf'hen Vtl uid under pressu re is reduced in the main train or brake pipe and the driving-piston 8 moves sul'liciently to cause an emergency application o1' the brakes, the shoulder 13() on the piston emergency-valve rod 131 strikes the valve 125 and so moves the same as to bring' the graduatingport 127 into connnunication with the port 128, or the emergency slide-Valve 125 is adapted to be operated bythe drivin g-piston 8 in a similar manner to the slide-valve 18 in an emergency application ol the brakes. Thus while the slide-valve 18 is adi'nitting the flow ol lfluid under pressure from the main-service-valve chan'ibe and auxiliary reservoir through the emergency-ports tothe brake-piston cylinder the slide-valve 125 is admitting 'luid under pressure without any resistance directly to the brake-piston ncylinder `from the main train IOO 

